Jig 1 Issue 12 PDF [PDF]

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Aviation Fuel Quality Control and Operating Standards for Into-Plane Fuelling Services (J I G 1)

Contents GLOSSARY OF TERMS....................•...............••.•...........•....•................•....•.•..•..........•..

4

TABLE OF ACRONYMS

8

LIST OF USEFUL PUBLICATIONS

9

ACKNOWLEDGEMENTS

11

CHAPTER 1

13

INTRODUCTION

13

1.1 1.2 1.3 1.4

13 13 13 13

PURPOSE SCOPE APPLICATION STAFF RESPONSIBI LITIES AND INSPECTION REQUIREMENTS

CHAPTER 2

..........................................•

SAMPLING AND TESTING

2.1 2.2 2.3

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GENERAL

DESIGN FEATURES

GENERAL FUELLERS HYDRANT SERVICERS .. AIRCRAFT FUELLING STEPS AND TOWABLE F

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16 18

+t(:.\,.,:;.I;

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23 31 32

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16 16

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CHAPTER 4 ....................................••.

4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 4.10 4.11 4.12 4.13 4.14 4.15 4.16 4.17 4.18 4.19 4.20 4.21 4.22 4.23 4.24

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"H::::

FUELLING EQUIPMENT

MAINTENANCE

16

i

SAMPLING SAMPLE TESTING

CHAPTER 3

3.1 3.2 3.3 3.4

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'\.'

AND TESTING ",

GENERAL, , .. ".......... RECORDS......................

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KS INTERLOCK SYST ENCY ENG INE STOPS BONDING WIRES FILTRATION EQUI PRESSURE CONTROL AND DEADMAN SYSTEM .........................................................•..•........... AVIATION HOSES - COMMISSIONING, TESTING AND REPAIR BULK METERS PRESSURE AND VACUUM GAUGE TESTING ELEVATING FUELLING PLATFORMS PRESSURE FUELLING NOZZLES (UNDERWING NOZZLE) AND HYDRANT SERVICER INLET COUPLERS OVERWING NOZZLES ROUTINE FUELLER TANK INSPECTION AND CLEANING PRODUCT RECOVERY TANKS (VEHICLE SAMPLE TANKS/STAND-ALONE TRAILERS) : HOSE-END STRAINERS FUELLER OVERFILL PROTECTION DEVICES OVERHAULED OR NEW EqUiPMENT HYDROMETERS AND THERMOMETERS FIRE EXTINGUISHERS

)

ELECTRICAL EQUIPMENT OTHER MEASUREMENT EQUIPMENT VEHICLES USED FOR DEFUELLING FUELLING STEPS AND PLATFORMS

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7~:

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Page 1

Aviation Fuel Quality Control and Operating Standards for Into-Plane Fuelling Services (J IG 1) 4.25

EQUIPMENT CALIBRATION

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CHAPTER5 ..................................................•............•..........•......•........................•....

43

FUEL QUALI TY CONTROL REQUI REMENTS..................................•.........................•.

43

5.1 5,2 5.3 5.4 5.5 5.6

AVIATION FUEL GRADES .'''., " , , "." .. " DRAINING AND SAMPLING - ROUTINE OFF RAMP SAMPLING PROCEDURESDURING FUELLING OPERATIONS FUEL SAMPLESREQUIRED BY AIRLINES · SAMPLE CONTAINERS" .. , , , FILTER MEMBRANE FUEL MONITORING - JET FUELS

5,7 5,8 5.9

CHANGE OF GRADE -FUELLING VEHICLES FUELLER LOADING , " , ,', , TESTING FOR MICROBIOLOGICAL GROWTH

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CHAPTER6

49

FUELLING OPERATIONS

49

6.1 6,2

FUELLING PERSONNEL" .. , .. " , .. ,', " .. ,.-,.. , " , , , DRIVING AND POSITIONING OF VEHICLES ',:.:...........................................

6.3

HYDRANT PIT/INLET HOSE IDENTIFICATION AND PROTECTION

6,4 6.5

BONDING - AIRCRAFT AND FUELLING EQUIPMENT.. FUELLING PROCEDURES.. , , , , ,

6,6 6.7

DEFUELLING PROCEDURE,.. ".", .. " , .. , ,', , .. ,"',.. FUELLING/DEFUELLING WITH PASSENGERSON BOARD OR EMBA '"

6.8 6,9

FUELLING WHILE AIRCRAFT-MOUNTED AUXILIARY POWER FUELLING WHILE GROUND POWER UNITS (GPUs) ARE I

6,10

FUELLING WITH AIR CONDITIONING UNITS IN OPERATI .

6, 11 6,12

FUELLING/DEFUELLING IN HANGARS.........

6,13 6.14

NOTES ON FUELLING OF HIJACKED AIRCRA FUELLING/DEFUELLING AIRCRAFT DURIN

6,15 6,16

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51

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.." ... ,', .. , , .. ,', O~;DISEMBARKING ,

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NITS' .wser Ister on which to support the hose nozzle to allow three '.. tS'rip contact whilst mounting and dismounting the steps.) Platfor s a !"SOOmmin height should be fitted with an entry gate which shall n inwards and be self-closingwith a latch

•

have flooring of a non-slip sides of the platform, .

•

in the case of to tforms fitted with steps, the treads shall be sufficiently wide 'j the operator's feet with a surface designed to prevent sliPRID Ci.,ellflarrungs shall not be permitted. Three points of contact wherr . ing and descendingthe steps shall be possible

•

towable relief

urfiCfe

, and there shall be a "kick plate" on all ere the operator enters)

. s fitted with integral hoses shall have thermal/pressure ould be connected to a recovery tank to prevent damage to ozzle/hose

•

It case of adjustable step-less platforms, a ladder to provide for em rqency escape at any height shall be included in the design. If a lifting mechanism is included to adjust the platform height, it shall include a hydraulic or mechanicallock to prevent accidental lowering of the platform while in use

•

for platforms fitted with integral hoses, the platform shall be fitted with a bonding cable to provide bonding between the towable platform and aircraft

•

the towable platform shall be fitted with reflectors and hazard warning markings and, if appropriate, lighting.

For fuelling operations with towable platforms fitted with integral hoses: •

Fuelling vehicle hosesshall be connected to the steps such that they do not present a trip hazardwhen mounting or dismounting the steps.

•

Care shall be exercised when positioninq steps under aircraft to avoid contact as the aircraft settles during fuelling, and care shall be exercised when towing the stepsto and from the aircraft.

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Aviation

Fuel Quality Control and Operating Standards for I nto-Plane Fuelling Services (J IG 1)

Chapter 4 Maintenance and testing of fuelling equipment 4.1

General Fuellingequipment shall be maintained in sound condition at all times in order to ensure a reliable, safe fuelling service. Maintenancework shall be scheduled so that all units receivethorough attention in accordancewith the equipment manufacturer's instructions. If fuelling equipment is out of service for a period in excess of 1 month it shall be thoroughly checked, flushed and tested to ensure that it is in proper operating condition before being used. All relevant routine checks shall be performed including colorimetric filter membrane tests, monthly hose and hose-end strainer checks, deadman and interlock performancetests and bonding wire continuity.

4.2

Records A logbook shall be kept for each item of equipment to recordd e.g. servicing, repairs and replacements.

4.3

ils of work carried out

Routine vehicletests and checks Routine chassis and engine serviceability che fuelling vehiclesoperate satisfactorily. Defects shall be rectified without delay necessary.

removed from service if

4.4 Functional testing shall be procedures.

least weekly in accordance with written

Once per week, the cornp bck system shall be tested by attempting to drive the vehiclefrom standstill' interlockedcomponent is removed in turn. The interlock override seal shall the Token and the override function checkedto ensure that the vehicle can be mo h a hose coupler removed from stowage. Finally, the override switch shall be'*re esealed and function tested by the removal of one interlocked component. c rect function of the warning lights shall also be observed during the test. :}/

In addition to the complete weekly test, a daily check shall be performed and documented. This daily check consists of removing at least one of the interlocked components (a different one each day in rotation) and checking that the interlock switch and warning light are working. If testing identifies a faulty interlock function, the first action shall be to quarantine the vehicleto prevent use and arrange repair work. The presenceof intact interlock override seals shall be checked daily to ensure that the system has not been overridden. The reason for breaking interlock override seals shall always be recorded. Note: Attempting to drive a heavy fueller from standstill while performing the weekly check can damage vehicle components. This check should be performed carefully, particularly for fuellers fitted with an automatic gearbox, where the power sent to the wheels cannot be effectively controlled during the test. The function of the externally mounted emergencyengine/fuelling stop system shall be checkedmonthly.

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4.5

Fuel Quality Control and Operating Standards for I nto-Plane Fuelling Services (J IG 1)

Bonding wires All electrical bonding wires including clips and reels shall be checked:

4.6

•

daily for general condition and for firm attachment of the bonding clip

•

weekly for electrical continuity (there shall be less than 25 ohms resistance) between the bonding wire clip and vehicle chassis. Electrical continuity should be checked over several revolutions of the reel while unreeling or reeling in the bonding wire slowly

•

in the case of towable platforms and mobile fuelling steps with integral hoses the continuity shall be tested between the bonding wire clip and the designated bonding point on the towable platform for the fuelling vehicle bonding clip.

Filtration equipment Requirements Appendix A6.

4.7

for testing, inspection and maintenance of these units are given in

Pressurecontrol anddeadmansystem I equipment shall be ocedures detailed in

4.7.7

Quarterly, the correct operation of pressure/sur checked under dynamic conditions in accordan Appendix A15, as appropriate for the equipm

4.7.2

Monthly, the correct operation and p \..... of deadman control systems shall be checked in accordance with th "fements detailed in Appendix A15, Section A15.7. (This may be carf d au (Juring aircraft fuelling.) An annual check to confirm the setting of th ittent timer device shall be conducted.

4.7.3

Whenever hose length or&po pressure control valves s '

4.7.4

Immediate action shalls Ken to repair or replace a defective deadman. The seals on deadman q~etti~¥ witches shall be checked daily (where fitted and not of the preferred '; putton type).

4.8

ered, venturi settings on venturi-actuated djusted.

oning, testing andrepair 4.8.7

Eachgps tYexiblejoints shall be given a permanent identification when first rece.fved,\'.. on a new fuelling vehicle or into stock, and a "Hose Inspection cgrd" started. Date of manufacture, date when put into service, and .'all testing shall be recorded.

4.8.2

The maximum shelf storage life for hoses and flexible joints which use a hosetype material is 2 years and the maximum overall service life is limited to 10 years, both periods from the date of manufacture. See EI 1540 section 7.2.9 for additional guidance regarding the storage of new hoses.

4.8.3

New hoses shall be filled with product and left to soak for a minimum of 8 hours at a temperature of 15°C or higher. Longer soak times are required where product temperatures are lower. Product used for hose soaking shall be drained from the hose and shall be downgraded for non-aviation use. After soaking and draining, the hoses shall be flushed accordance with the requirements in A5.3.1 "Hoses".

and checked in

Before use, new hoses shall be tested in accordance with the 6-monthly pressure test procedure in Appendix A13 and a colorimetric filter membrane test should be performed.

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Aviation

Fuel Quality Control and Operating Standards for I nto-Plane Fuelling Services (J IG 1)

Fuel that remains static in hoses may be subject to colour and thermal degradation. The contents of all in-service fuelling equipment delivery hoses shall be delivered to aircraft, circulated or flushed to product recovery systems at the following frequencies: •

Overwing fuelling hose - weekly with at least twice the hose content.

•

Pressurefuelling hose - monthly with at least twice the hose content.

In addition, this requirement shall apply to fuelling steps with integrated hoses and overwing fuelling hose extensions.

4.8.4

All vehicle hoses under pressure and hoses on refuelling steps that may be subjected to pressureshall be inspected and tested routinely in accordancewith Appendix A13.

4.8.5

Hoses shall be kept under observation during the fuelling operation and, if a weakness or defect is observed, delivery through the defective hose shall be stopped and the hose replaced. ': debris should be r~, ;' by mopping. Fuellers shall be fully drained of ernq returned to service. cleaning water

4.15

bicte sample tanks/stand-alone trailers) Product recov~r'x.t,:. W: d for recovery of samples taken from fuelling equipment shall be emptied ~naVi~:crallf inspected quarterly, without entry, for cleanliness and condition. Cleaning an ..... i,~Sto internal lining shall be carried out as necessary.

4.16 Hose-endstrainers Wire mesh strainers fitted to pressure nozzles shall be removed and inspected detail. Where the hose-end coupling has inspection, the integrity of the coupling working pressure after reassembly.

couplings (underwing nozzles) and overwing monthly. Refer to Appendix A13.4 for further to be disassembled to remove the strainer for shall be checked by pressurising the hose to

4.17 Fueller overfill protection devices In addition to the requirements for fueller operation of all high level alarms and cut-off sample tanks shall be funftion-tested at least tested" (or fully tested for correct function recommendations) at least annually.

loading checks (see 5.8.1) the correct devices including those fitted to vehicle quarterly. High-high alarms shall be "wet in accordance with the manufacturer's

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4. 18

Fuel Quality Control and Operating Standards for I nto-Plane Fuelling Services (J IG 1)

Overhauled or new equipment New or transferred fuelling equipment and equipment after major repair or overhaul shall be thoroughly checked, flushed and tested to ensure that it is in proper operating condition before being brought into service. All relevant routine equipment checks shall be performed, including a double filter membrane test (gravimetric test for new vehicles), and the results recorded.

4. 19 Hydrometers and thermometers 4.79.7

The applicable standard for hydrometers is BS 718: 1991 (types MSOSP and LSOSP) and for thermometers it is IP 64C/ASTM El No. 12C. For reference purposes, each location should retain, or have easy access to, at least one hydrometer and thermometer meeting these standards. Alternative instruments meeting the accuracy requirements of these standards are also acceptable. Where alternative types of instruments are used for field tests, the thermometers should have scale increments of reater than O.soC and hydrometers of no greater than O.OOOSkg/litre. The accuracy of all in-service instruments shall be ke ,\ at least once every 6 months against reference instruments meeti aoove standards or in accordance with the other options giv Resistance Temperature Devices (RTDs) shall be checked 6-mo t a reference thermometer. Electronic densitometers should m

4. 79.2 Hydrometers and thermometers heating appliances. Hydromet pS;

4.79.3

Before each period of us '" that: (a)

the etched lin at the top line posi'

(b)

the yd

.

t th not be left in direct sunlight or near be stored vertically.

~~~bters should be carefully examined to ensure

hydrometer stem corresponds to the arrow (or line) aper scale. A fingernail can be used to detect the etched

,n weighting material has not flowed. This would cause the e'r'to float in a non-vertical plane

(c) Before each period of use, thermometers should be carefully examined to ensure that there are no gas bubbles trapped in the fluid column or bulb and that there is no separation of the fluid column.

4.79.4

Every 6 months, or more frequently if a measurement of temperature or density is suspected as being inaccurate, the accuracy of the thermometer and hydrometer shall be checked. These checks should be carried out by means of one of the following options: (a)

sending the thermometer/hydrometer

to a laboratory

(b)

checking against a reference thermometer/hydrometer

(c)

checking against a reference fluid provided by a laboratory

(d)

checking by comparison with other thermometers/hydrometers.

on site

Accuracy requirements are +/- 0.5 degrees C and +/- 0.001 kg/litre.

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Fuel Quality Control and Operating Standards for I nto-Plane Fuelling Services (J IG 1)

4.20 Fire extinguishers Fire extinguishersshould be marked with identity numbers. A record showing the location and all inspectionsand maintenancefor each extinguisher shall be kept up to date. Fire extinguishers shall be maintained in accordance with the manufacturer's recommendations. All extinguishers shall be serviced at least once per year by the manufacturer or by competent trained staff certified by the manufacturer or their authorised distributor. The maintenance dates shall be recorded on a label or tag attached to each extinguisher. Inspectionsof the condition of all extinguishersshall be carried out every month. These inspections shall ensure that extinguishers are in their specified places and are readily accessible.The condition of the hose and nozzle (sound and visually free of blockages) should be checked. Permanently pressurised extinguishers should be fitted with a pressure gauge, which shall be tapped to check that the pointer is not stuck and is within the safe zone.

4.21 Electrical equipment All electrical equipment, both fixed and portable, and wiri / of a suitable type for the hazardous area of classification in which it is ,;Is Shall be checked and s area classified electrical maintained by a trained and competent person\~>,,\!, ~9Z,! equipment (e.g. ATEX marked and certified V t1nly be maintained by trained personnel.

4.22 Other measurement equipment Conductivity meters should be calibrat ' frequency. As a minimum they s facility or against a certified stand

tding to the manufacturer's recommended bratedat least 3-yearly by an approved test

Continuity meters shall b requirements.

in accordance with

A "click type" torque correct torque is re not an appropj] te i

the

manufacturer's

cs all be used, where the clutch slips, signalling that the '" he desired torque setting. The beam type torque wrench is (af the required functions in aviation fuel operations. .

Torque wre ',,' be calibrated in ft-Ibs or Nm in a range including 0-50 ft-lbs/0-68 Nm. Torque, tithes may also be required in a wider range to accommodate other applications. Torque wrenches shall be calibrated according to the manufacturer's recommendedfrequency, but at least 5-yearly. Guidancecan be found in BS EN 26789. (Note that the torque wrench should be reset to zero to releasethe tension on the spring when not in use.)

4.23 Vehiclesused for defuelling For designated defuel vehicleswith double valve arrangement in the defuel pipework, the valves shall be tested 6-monthly by pressurising with the deadman and checking for movement of the delivery meter to provide assurancethat they are not bypassing. Where the fuel between the two valves is not removed via a bleed valve, the pipework shall be flushed every 6 months.

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Fuel Quality Control and Operating Standards for I nto-Plane Fuelling Services (J IG 1)

4.24 Fuelling steps andplatforms All stepladders and towable platforms shall be visually inspected daily before use, when in service, for any loose, cracked, damaged or missing parts and any spills/drips shall be cleaned. In addition, they shall also be subjected to quarterly serviceability checks by maintenance staff.

4.25 Equipmentcalibration All monitoring and measurement devices which are critical to safe operations shall be calibrated on a regular basis to ensure accuracy to within required tolerances. Each location shall establish a list of such equipment and maintain records for each device. See Appendix A16 for more details.

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Aviation Fuel Quality Control and Operating Standards for Into-Plane Fuelling Services (J IG 1)

Chapter 5 I

Fuel quality control requirements 5. 1

A viation fuel grades For reasons of fuel quality, cleanliness and traceability, only aviation fuel grades (Jet fuel and Avgas) shall be delivered to aircraft fuel systems. The supply of motor gasoline or diesel fuels to aircraft is strictly prohibited.

5.2

Draining and sampling - routine off ramp 5.2. 1

Fuel/ers (a)

5.2.2

Equipment shall be drained of water and sediment as follows: •

daily at the start of the morning shift

•

after every filling operation (vehicle tanks only

•

after defuelling

•

after heavy rain or snowfall (vehicle

•

after vehicle washing or mainte

tan

n

;. filter or fuelling system.

(b)

Draining shall be carried out at from the low point of vehicle tanks, and under pressure fr m fi "parator and microfilter sumps and the inlet side of filter monito into clean, clear glass jars, stainless steel buckets or white enamel b r~ The quantity drained shall be sufficient to ensure that an amou Cessof the line content has been displaced. A minimum 1-litre .', all then be taken for a Visual Check. If the sample does not a satisfactory Visual Check, additional draining and sarnplinq s rformed until a sample is obtained that provides a satisfactor. V' eck. The approximate quantity of any free water or all be recorded.

(c)

uantities of free water or sediment are found, or if it is not obtain a clear and bright sample that provides a satisfactory ',..... I u'a eck. the vehicle shall be withdrawn from service and an nv~'tigation shall be carried out immediately to determine the source of ,he/contamination.

Hydrant servicers (a)

(b)

Equipment shall be drained of water and sediment as follows: •

daily at the start of the morning shift

•

after maintenance of filter or fuelling system.

Draining shall be carried out from filter separator and microfilter sumps and the inlet side of filter monitors until the line content has been displaced. A, sample of at least 1 litre shall then be taken for a Visual Check. Where it is not possible to obtain a 1-litre sample under pressure off-ramp, this check shall be performed under pressure at the start of the first fuelling of the day. If the sample does not provide a satisfactory Visual Check, additional draining and sampling shall be performed until a sample providing a satisfactory Visual Check is obtained.

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(c)

5.2.3

Fuel Quality Control and Operating Standards for I nto-Plane Fuelling Services (J I G 1)

If abnormal quantities of free water or sediment are found, or if it is not possible to obtain a Clear and Bright sample that provides a satisfactory Visual Check, the vehicle shall be withdrawn from service and an investigation shall be carried out immediately to determine the source of the contamination.

Proceduresfor recoveredaviation fuel Product obtained by draining and sampling shall be returned to the depot for removal of any water and sediment, on a daily basis, before return to storage or downgrading as appropriate. A sample collecting procedure that ensures no mixing of grades shall be establishedfor this purpose. Where aviation fuel is returned directly to fuelling vehicles from product recovery tanks, there shall be an approved written procedure to ensure absence of contamination. Many hydrant servicershave an automatic pump-out function of the product recovery tank activated by a high level switch, which returns the fuel from an elevated suction into the vehicle delivery . ework before the filter during a fuelling. These systemsare consideredto pro. . an acceptablemeans of product return. Product recovery tanks shall .ed at least daily for water and sediment. ';Y

5.3

Sampling procedures during fuelling oper~fifljjs The following checks shall be performed as a m'I:' may be required to satisfy customer and co?; any 5.3. 1

requirement. Additional sampling uirements.

Fuellers After the fuel contained icle delivery pipework and filter vessel has been displaced, a 1-litre all be taken downstream (outlet side) of the filter for Visual Check "this volume is not fully displaced, i.e. for small volume uplifts, this," all be performed after fuelling. If water is found in the sample or a \.ftive colour change is obtained with the chemical water detector, a se rri'pleshall be drawn immediately. If the pr~.~e 4;pf water is confirmed, the fuelling shall be stopped and 'the airlil}~Jr;ei tative informed immediately. No further delivery shall be made untlt' a ons for the presenceof water have been determined and remedial actio n. .'.'":,::

This sampling procedureshall apply as follows:

5.3.2

•

the first fuelling of the day

•

the first fuelling after the fueller leavesthe depot

•

the first fuelling after loading or topping-up the fueller

•

the first fuelling following exposureto heavy rain or snowfall.

Hydrant servicers The following samplesshall be taken at every fuelling operation. Sampling Hydrant servicerswith FWS Hydrant servicerswith monitors

(a) During fuelling After 1,000 litres from downstream of FWS After 1,000 litres from downstream of monitor

(b) After fuelling From FWSsump From inlet side of monitor

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Fuel Quality Control and Operating Standards for I nto-Plane Fuelling Services (J I G 1)

(a) During fuelling sample After the fuel contained in the vehicle delivery pipework and filter vessel has been displaced (typically 1,000 litres), a 1-litre sample shall be taken downstream (outlet side) of the filter for an Appearance (or Visual*) Check. If water is found in the sample, a second sample shall be drawn immediately. (b) After fuelling sample A 1-litre sampleshall be drawn from the filter separator sump (FWS)or inlet (upstream) side of the monitor vessel under pressure immediately after each fuelling (or an Appearance (or Visual*) Check. If water is found in the sample or a distinctive colour change is obtained with the chemical water detector, a secondsample shall be drawn immediately. * A chemicalwater detector test shall be performed on at least one of (a) or (b) above. If a hydrant servicer is withdrawn from service 0 aircraft before the fuelling operation is compl followed before leavinq the aircraft.

eassigned to another procedure shall be

If the presenceof water or dirt is con~grned ling shall be stopped and the airline representativeand hydrant Q~erati:' . company informed immediately. No further delivery shall be mad untif+: asons for the presence of water have been determined and remedi ction taken.

5.3.3

Sampledisposaland retention Fuel samplesshall not b to the apron. They shall be disposedof into a suitable container on icle or returned to the depot in securely closed sampling containers,~ overed as described in 5.2.3. Procedures shall .'sa'tinf> es that have failed an Appearance Check or Visual ed to aircraft but are retained, for investigation if necessary. Where re least/:~4' h /}

, etained samples should be suitably labelled and retained for at

:Liredby airlines

5.4

Where an airline representative requests a fuel samplefor testing purposesother than an AppearanceCheckor VisualCheck,the following actions shall be taken:

5.5

•

Ascertain the reasonfor the test.

•

To determine the size of sample required, ascertain details of the test the airline is going to carry out.

•

Recordthe details in the sample records.

•

The sample size should be twice the quantity required by the airline. Half the sample should be retained until advised by the supplying company. The sample given to the airline and the retained sample should be labelled properly with identical information and signed by the airline representative and the manager.

Sample containers An adequate stock of approved sample containersshall be maintained at the airport.

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5.6

Fuel Quality Control and Operating Standards for I nto-Plane Fuelling Services (J I G 1)

Filter membranefuel monitoring- Jet fuels Filter membrane samples for colour rating and gravimetric determination shall be taken from fuellers and hydrant servicersas specifiedin AppendixA6.

5.7

Changeof grade-fuelling vehicles 5.7. 1

General All fuelling vehicles shall be assigned to a single grade of product. Under no circumstances shall Jet fuel and Avgas be handled alternately in the same equipment. When it is necessaryto change fuelling equipment from permanent service on one product to permanent service on another, the following grade-changing procedures shall be followed. Satisfactorycompliance with the proceduresshall be checked by supervisory personnel and recorded. This record shall show specifically the action taken in respect of grade identification and coupler selectivity features. Caution: After draining a vehicle system, the syst I be refilled at a slow rate to ensure that excessivepressure is not en'" i the filter vessel that could damage the filter elements. Additionall '. points within the system shall be vented to ensure the removal

Site-specific soak test plans should !:~ere~iewed and approved by the technical representativesof the operation:peforE¥it;ommissioning begins. Once the system has been fille the system that contain mo . to help "wash out" all, valve a few times. ".

the correct grade of fuel, all components in ar s in contact with the fuel should be exercised ants, for instance by opening and closing each

AS.2.2 New vehicles '~. etirnes delivered with the remains of product, used by the supplier for. £I1ancetesting, trapped in the fuel circuit together with small amounts .s. Vehicle manufacturers should use filtered kerosene for this pU\R.2s ., rport operators shall assume that any product remaining in the v~rnc'le'c" C6'ntaminated.It is important that pockets of test fuels are thoroughly d~~l~e.9;I~to the point that the internal surfaces contain no more than a wet film of proauct. Ideally they should be completely dry before filling with the appropriate grade of fuel for the soak test. The requirement to soak test new vehiclescan be eliminated if the manufacturer provides evidencethat the vehicle has successfullypassed a soak test in line with these requirements before delivery. However, if the condition of the vehicle indicates possible contamination upon initial inspection, then a soak test shall be carried out before placingthe vehicle into service.

AS]3

Existingsystems and equipment Soak testing is applicable following repair work or modifications to existing systems. As a general rule, if new lining material is applied to an existing tank or pipe then soak testing shall be undertaken if the new lining material covers more than 5% of the coated surface area of the tank or surface area of existing piping. This is a general rule and the company may agree different criteria depending on local circumstances. Eachentity (tank or pipework) shall be treated as a separate element for the purposes of defining the percentage area. Minor spot repairs to

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- --

--.

- ----.------

Aviation Fuel Quality Control and Operating Standards for Into-Plane Fuelling Services (J I G 1) internal tank lining can be recommissionedafter a field cure test without soak testing. Replacementor repaired equipment (pumps, filter vessels, valves etc.) does not generally require soak testing before use becauseof the small internal fuel-wetted surface areas compared to the total system. However, some equipment (e.g. fuel pumps) may be stored and shipped with preservative oil or lined with a rust inhibitor to prevent corrosion. Small amounts of these materials can result in the contamination of large volumes of fuel. Confirmation that no undesirable materials are present on the internal surfaces,which come in contact with the fuel, shall be obtained from the equipment supplieror repairing service before installation. Fuellingvehiclesarriving at an airport location that are without records, have been through a contractor repair facility involving fuel system repairs and vehicles that have been out of service for an extended period shall be treated as new equipment and soak tested accordingly. AS.3

Soak test procedures AS.3. 1 Soakperiods Tanks, pipelines and ancillary equipme Due to the stringent test requir~men in EI 1541 Standard, Performance Requirements for Pr~~~ctiv~:Coating Systems used in Aviation Storage Tanksand Piping, ther is littl'e.vFiskof fuel contamination from a lining meeting these requirements if ining is properly applied and allowed to fully cure as per the, manufacture' mendations. Other contaminants that may be present, such as rolli t e ding flux or valve grease, will dissolve into the fuel rapidly or may b' eCl by flushing and draining of the system or by filtration. To ensure suffici day soak peri system provi •

Thedflli

ct time is achieved, a minimum 4 day and maximum 7 allowed after construction work or major repairs to a fuel :at the lining used meets the following criteria:

eets the performancerequirements specified in EI 1541.

•

e','1ilin g is properly applied and allowed to fully cure as per the \1 tacturer's recommendations.

•

e lining is covered by a 10-year application and material warranty.

If the lining material has not been successfully evaluated to meet the requirements of EI 1541 and/or is not covered by a 10-year application and material warranty, additional soak times and sampling and testing shall be applied to demonstrate suitability. The soak time shall be agreed by the company managementrepresented at the location where the work is to be performed. Vehicles For fuellers and hydrant servicerswith tanks and piping of aluminium or stainless steel, the product shall be left after circulation to soak for at least 1 hour before representative samples are taken and subjected to laboratory testing. During this test period, all product used for soaking and flushed through a hydrant servicer into storage or circulated through a fueller shall be quarantined awaiting the laboratory test results.

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Fuel Quality Control and Operating Standards for I nto-Plane Fuelling Services (J I G 1)

Hoses New aircraft fuelling hoses (meeting EI 1529 or ISO 1825) shall: A: Be filled with product and left to soak for a minimum of eight hours at a temperature of 15°C or higher. Longer soak times are required where product temperatures are lower. B: A sample shall be taken of the soakedproduct and subjected to an appearance check. Product used for hose soaking shall not be used as aviation fuel and shall be downgraded. C: If the appearance check shows no evidence of manufacturing residue or discolouration then the hose shall be flushed with at least twice the hose content followed by an inspectionof the hose-endstrainer. D: If the appearance check is unsatisfactory then steps A, Band C shall be repeated. Soaktesting is not required for suction hoses and hoi,} assembliesfor road or rail delivery. A5.3.2

Soak quantities The general principle is to maximise,,gemta th~' fuel with the surface area of the system under test. In most cas,:. ns filling the system with a large quantity of fuel. Although incr asint fuel volume could result in a large amount of contaminated produc offers the best assessmentof the fuel system. Pipelines and fuelling ho Pipelinesand hosess Vehicles Filling vehicle? \'~IJ~;ty is recommended for soak testing. However, as a minimum, the' hall be sufficient to cover the inlet and outlet foot valves to allow for c" '; of product through the entire fuel circuit, e.g. piping, filter vessel, A"el;'valves and meters, without pump cavitation. Vehiclesshould be driygp start) to promote movement of the product in the tank to wash off a;~~;C~I1~a;ants from the tank walls before circulation of product.

A5.4 Sampling antJ;/testingprocedures At the end of the soak period representative samples shall be obtained from appropriate locations as outlined below and submitted for laboratory testing. Pipework Small piping configurations that can be circulated into a tank may be tested as part of the tank soak test and not sampled/testedseparately. Sampling - general In all cases it is important to ensure that the sampling point is clean and flushed before taking the sample. Any accumulatedsolid matter (particulate) and/or free water should be removed until the fuel is clear and bright. Only approved sample containers shall be used and the container shall be flushed and rinsed thoroughly with the product to be sampled and allowed to drain before use. This is very important because sampling lines on tanks may be forgotten in the commissioning.

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Fuel Quality Control and Operating Standards for I nto-Plane Fuelling Services (J IG 1)

At the end of the soak period a representativesample is taken from the fuel system and a selection of laboratory tests are carried out to determine the quality of the fuel used in the soak test. The fuel properties tested shall be comparedwith the specification limits for the grade of fuel used and ~ith the pre-soak test results for the fuel used (either from the original batch certificate pr from testing a pre-soak sample). A successful result requires that all tested properties are within the specification limits and within the tolerance limits established for recertificabon. If any test result does not fully comply with the applicable specification or falls outsi1dethe allowable variances,the product shall be re-sampled and re-tested. If the fuel is found to be unsuitablefor use, then the reason shall be investigated and the fuel removed an~ downgraded to non-aviation use, the system re-filled with onspecificationfuel and the soak test repeated until a satisfactory result is obtained. The laboratory tests are shown in the table below. Jet fuels

Test method

Avgas

ASTM Appearance Existent gum

x x

IP

04176 0381

540

Water reaction

01094

289

MSEP

03948

Conductivity

02624

Saybolt colour

0156

Thermal stability (JFTOT)*

03241

323

086

123

Distillation * *

x

274

Flashpoint 056 170 * It is recommendedt ermal stability of the fuel used for soak testing has a break point of at I 5°C to allow for test precision. * * Distillation by s· 'distillation (ie IP406/ASTM02887) is preferred becausethis test is more to residues/contamination.

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Fuel Quality Control and Operating Standards for I nto-Plane Fuelling Services (J I G 1)

The following table and accompanying notes provide a summary of the soak test requirements for storage tanks, piping, ancillary equipment and vehicles. tanks

Minimum fuel volume Laboratory testing Sample volume

Vehicle ancillary equipment

Fully lined

Aluminium or stainless steel

Enough product to cover the suction and the inlet connection to allow circulation of product without pump cavitation

See section A5.3.2

Pumps. valves, meters etc,

Filter vessels

(Note 2)

Pipelines Fueller loading systems

Fill lines completely

Jet fuel: Appearance, Existent Gum, MSEP, Conductivity, Saybolt Colour, JFTOT, Distillation and Flash Point ranee. Existent Gum, Water Reaction and Distillation fuel: 4 litres or 1 USG 4 litres or 1 USG litres or 5 USG

Note 1: Applies to lining material meeting EI 1541 and cov

by a 10 year joint material

and applications warranty from the manufacturer.

Note 2: Newly installed ancillary equipment (e.q. control valves, meters, sense tubing, water drt8iirp Ii the vehicle system soak test.

ii.

ter vessels, valves, pit valves, should be soak-tested during

Note 3: New vehicles delivered directlyq+rom/;+" Filters on vehiclessupplying Je A colorimetric test shall be filter elements.

hall be checked by filter membrane testing. ut on each vehicle monthly and after changing

olorimetric test or a gravimetric test shall also be carried out on ea e at least every 6 months, with tests staggered over the year. Unless gravimetric testing is required by the company, double membrane ic testing may be carried out as an alternative to gravimetrics provided t Iling equipment meets the filtration requirements of section 3.1.4, n, e airport depot receipt and delivery filtration meets EI 1581 r erfteFl:Sand that airport depot tankage meets the design requirements of n ,.2 of the Standardsfor Airport Depotsand. ests may be carried out on the test rig using a sample point at the hose end or a sample point on the rig, immediately downstreamof the delivery nozzle. The tests may also be carried out during aircraft fuelling using a sample point in the vehicle pipework, downstream of the filter. If the test results are unsatisfactory (see A6.7) additional tests should be carried out. If the results are confirmed then the vehicle should be withdrawn from serviceand the filter vesselopened for inspection. All filter membrane tests (colorimetric and gravimetric) shall be carried out at a flow of at least 50% of the rated flow of the filter and according to ASTM 02276/1P216. All results shall be recorded and the colorimetric membranes retained for 3 years. A6.2. 4

Every 12 months all filters shall be opened and inspected internally for cleanliness of vessel, element appearance,proper fitting of elements and condition of internal lining and cover seal. The cover seal shall be replaced after a maximum of three compressions. The tightness of coalescer and separator elements (and other

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Page 84

Aviation FuellQuality Control and Operating Standards for I nto-Plane Fuelling Services (J I G 1) elements where appropriate) shall be checked with a calibrated torque wrench that positively confirms torque setting (click stop type) and adjusted in accordance with the element manufacturer's recommendations. Elements found to be damaged or showing signs of microbiologicalgrowth (such as leopard spotting) or surfactant contamination shall be investigated and shall be replaced if growth/contamination is confirmed. Teflon-coated and synthetic separator elements shall be inspected and tested in accordance with the manufacturer's . I recommend ations. If blanking plates/ elements have been fitted to reduce flow, these shall be checked in accordancewith the manufacturer's recommendations at least annually for correct fit/torque and absenceof leakage/ bypass. The results of the inspectionshall be recorded. After opening for inspection or filter element change-out, procedures should ensure that the vessel is refilled very slowly to allow entrapped air to vent and to ensure that no darnaqeis causedto the installed ele nts. A6.2.5

Additional filter inspections may be necessary, etc., if abnormal amounts of solids or water ar

A6.2.6

The function of water slug detection d checkedat least quarterly in accorda '

for element seal leakage, nstream of the filter. fitted to filter vessels)shall be nufacturers' recommendations.

A6.3 Element change crttetis A6.3. 7

Micro-fi/ters (MF)

:s

•

• •

•

A6.3.2

reaches the manufacturer's recommended maximum at (or" ed to) the maximum achievable flow rate through the filter vessel tly installed. The maximum achievable flow rate will usually be an the design or rated flow of the vessel

I brane tests are carried out and abnormal results are obtained (see suaI sediment is found downstreamof the filter

•

if there is a sudden drop in differential pressure without any obvious cause being found

•

after 3 years.

FWScoa/escerelements (first stage) Coalescerelementsshall be replaced: •

if the differential pressure reaches 15 psi (1.0 bar) at (or corrected to) the maximum achievableflow rate through the filter vessel as currently installed. The maximum achievableflow rate will usually be less than the design or rated flow of the vessel

•

if filter membranetests are carried out and abnormal results are obtained (see 2.3.3 (e))

•

if there is a sudden drop in differential pressure without any obvious cause being found

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A6.3.3

Fuel Quality Control and Operating Standards for I nto-Plane Fuelling Services (J IG 1)

•

if unusual sediment or traces of free water are found downstream of filter

•

after a maximum of 3 years. It is not mandatory to perform routine single element tests. However, if a test is carried out and the element fails, all the coalescer elements in the vessel shall be replaced.

FWS separator elements (second stage) Teflon-coated and synthetic elements shall be: •

inspected and tested annually in accordance with the manufacturer's recommendations andlor when coalescer elements are changed

•

changed if washing in accordance with the manufacturer's instructions fails to restore them.

Note: The separator(s) needs to be completely wet with aviation fuel to perform a valid test. Ideally, the test should be performed immediately after removing the element(s) from the vessel. A6. 3. 4

Monitor type elements Monitor type elements shall be replaced: •

if the differential pressure reaches ~2 bar) at (or corrected to) the maximum achievable flow rate t ,"" filter vessel as currently installed. The maximum achievable flow ra II "isually be less than the design or rated flow of the vessel

•

l,y low level

•

if filter membrane t 2.3.3 (e))

• •

rried out and abnormal results are obtained (see more than a trace of free water is found downstream of

if there' being f

en drop in differential pressure without any obvious cause

• ,9.tt A6.3.5 elements have been installed in fuellers and hydrant servicers, approximately 4,500 litres of product shall be circulated through the unit, preferably back to storage, at maximum flow to remove small fibres, etc., before the unit is returned to service.

A6A

Records A6.4. 1 Records shall be kept of:

A6.4.2

•

all daily drainings

•

differential pressure readings and weekly graphs.

A record shall be kept of all filter maintenance showing at least the following: •

number and type of new elements installed

•

differential pressure before and after change

•

throughput since previous change

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Aviation

•

Fuel Quality Control and Operating Standards for I nth.Plane Fuelling Services (J I G 1)

reason for change and any relevant details.

An example of a suitable form is includedas Appendix A7. A6.5

Gauze strainers All fine mesh strainers used for product quality purposes shall be drained, opened and cleaned at least every month. Other strainers (e.g. pump protection) shall be checked annually for cleanlinessarilddamageto the strainer mesh.

A6.6

Differential pressure gCluges All differential pressuregaugesshall be tested as per the requirements of 4.10.

A6.7

Filter membrane monitoring

- Jet fuels

Membrane preparation, testing and final evaluation should be in accordancewith the ASTM D2276/1P 216 Standard Test Method for Particulate Contaminant in Aviation Fuel by Line Sampling. 5-litre samplesshall be taken for all tests. A record shall be maintained, showing clearly the month" onth test results for each filter. In addition, the exposed colorimetric test membr n~~ \;II be retained. All results shall be checkedand comparedcarefully with previous . h arid appropriate action taken if high dirt levels are indleated (see below). The test should be carried out with the uni 'f;>tf~liveringat a steady flow rate via suitable test facilities (example - see ~igur' or 15.2) back into bulk storage, or alternatively into another fueller or trail"h The ow rate should be at least 50% of the rated flow of the equipmrnt. Thesetests ormally performed via a test rig but may also be performed during fuelling. A6.7. 1

Cotorimetric

test ne unweighed membrane shall be used. These may be

xposed membranesshould be colour rated against the ASTM the recommended manner. They should then be dried and again r· ainst the colour standard. Colour rating in the wet condition after sqrn~li . vides an immediate indication of fuel cleanliness. The wet and dry rN in s'1§houldbe recorded for future reference/comparison. Typically the ratings ar e' or two points lower after drying (although exceptionally the difference between wet and dry ratings may exceed 2). If a value of 4 (dry) or more, or an increaseof 2 (~ry) above the previous month's colour rating is obtained, a double membrane colorimetric membrane test should be performed as a first step in an investigation. To provide a visual record of any changes in fuel quality, the used membranes should be retained for a minimum of 3 years. A6.7.2

Doub/e membrane

colorimetric

test

Test monitors containing two unweighed membranesshall be used. These may be prepared at the airport. The reason for using two membranes is to distinguish between particulate contamination and harmless colour bodies. If the fuel is dirty the upper (upstream) membrane may have a significantly darker colour after testing than the lower membrane. If the fuel contains soluble colour bodies then both membraneswill be stained by the test.

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Fuel Quality Control and Operating Standards for I nto-Plane Fuelling Services (J I G 1)

After test the exposed membranes should be allowed to dry and then rated against the ASTM Colour Standards in the recommended manner. To provide a visual record of any changes in fuel quality, both used membranes should be retained for a minimum of 3 years. Colourratings shall be assessedas follows: If the difference between the rating of the upper and lower membranesis 3 (dry) or more, the fuel may not be acceptable. To determine whether there is a problem, an immediate investigation, including a gravimetric filter membrane test and filter vessel inspection shall be carried out until the cause of the problem has been identified and a further double membrane or gravimetric test result is satisfactory.

A6. 7. 3 Gravimetric test Test monitors containing 2 pre-weighed membranes (or a matched weight pair) shall be prepared by an approved laboratory in .strtct accordance with the recommendedprocedureand sent to the airport. ;, After test the used monitor shall be returned, and the gravimetric result determined in ace

,pening, to the laboratory, itll the IP/ASTMprocedure.

Any results outside the normal rang~?ifor. a on shall be investigated. Any result of 0.20mg/litre or more sh~.!1bey;ltJeportedimmediately and a repeat gravimetric membrane test c riedwi;!~Y¥I:> To determine whether there is a continuing problem an immedi 'nvestigation shall be carried out including a double membrane colorimetric nd filter vessel inspection, until the cause of the problem has been or until the repeat gravimetric test result is reported as satisfacto

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Aviation Fuel Quality Control and Operating Standards for Into-Plane Fuelling Services (J IG 1)

Appelildix A7: Filtration details The following details shall be rec9rded and kept up to date. Type (MFIFWS/Monitor) Location Filter no. Vessel - make - model - rated flow

Microfilter Icoalescer Imonitor

elements

- make - model - quantity Separator elements - make - model - quantity Last change of elements - date - throughput - differential pressure Previous change of elements - date Last change of cover seal (replace eve~' compressions) I The following details were updat' On (date) .

Latest filter mem - Colorimetric - Gravimetric (mg/litre, into-plane) Other data/comments

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Fuel Quality Control and Operating Standards for I nto-Plane Fuelling Services (J I G 1)

Appendix AS: Fuelling vehicle details The followin Fuellers

data shall be recorded and ke t u to date.

Fleet number Product grade

Manufacturer/Year Chassis (R) rigid/(T) tractor Fuelling equipment Overall length/width/height

(m)

Low profile (LP)

Tank Capacity (litres) No. compartments Material/internal

lining

Loading connections Auto overfill device(s)

Delivery rate (litre/min) Deck hoses Reel hoses Overwing hose

Piping material Product lines

Power unit

Meters Reel hose right/left Deck hoses Overwing hosE(:'> '

Hoses (make/

grad'~~.!~~~~h/ diameter)

Reel hoses right;(~'fF;' Deck hoses Trailer connecting hose Overwing hose Hose end strainers (mesh)

Couplers (make/type) Underwing Hydrant trailer connection Overwing nozzle (make/type) Bonding reels Emergency engine stop (position) Defuelling facility

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- ---

--t--- ---- ----_- --- -------_ --- - ---~

Aviation Fuel Quality Control and Operating Standards for I ntp-Plane Fuelling Services (J IG 1) Fuelling vehicle details (continued) Pressure regulation Primary (HEPCV) Secondary (I LPCV)

Filtration (FWS/Monitor,

make)

Interlocks Type Acting on (brake) Override fitted

Deadman Type (elec/pneumatic/intermittent) Override fitted?

Platform Type (fixed/movable)

Fire extinguishers No.lsize Active material

Paint livery

Trailers Fleet number Product grade

Manufacturer IYear Capacity (Iitres) No. compartments Material/internal

lining

Low profile (LP)

Piping material Copper alloys, copper plating, galvanised steel or plastic material shall not be used.

Bonded to fueller

Interlocks Type Acting on

Fire extinguishers No.lsize Active material

Paint livery

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Fuel Quality Control and Operating Standards for I nto-Plane Fuelling Services (J I G 1) Fuelling vehicle details

(continued)

Hydrant servicers/carts Fleet number Product grade

Manufacturer IVear Chassis Fuelling equipment

Delivery rate (litre/min) Deck hoses Reel hoses

Piping material Product lines Copper alloys. copper plating. galvanised steel or plastic material shall not be used.

Meters Reel hose right/left Deck hoses Rate of flow meter

Hoses (make/grade/length/diameter) Reel hose right/left Deck hoses Inlet hose Platform connection Hose end strainers (mesh)

Couplers (make/type) Underwing Hydrant

Lanyard (material) Bonding reels "'0.;;:; •.,

'&

J;{

Emergency engine i~fop (~psitibn)

~--------------~-------------------------------;

Pressure regulatio Primary (HEPCV)

Secondary (ILPCV/hydrant Coupler/pit valve)

Filtration (FWS/monitor,

make)

Sampling Closed sampling system Dump/recovery tank(material)

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I

~.-~ -- ~

+----------- -- -- .--.~,--..

-- ~""'_"""""""-~-'- --_

-~-- -- ---

Aviation Fuel Quality Control and Operating Standards for I ntp-Plane Fuelling Services (J I G 1) Fuelpng vehicle details (continued) Hydrant servicers/carts

(continued)

Interlocks Type Acting on (brake) Override fitted Deadman Type (elec/pneumatic/intermittent) Override fitted Platform Type (fixed/moveable) Fire extinguishers No'/size Active material Paint livery Extension hose (fuelling steps) rig Fleet number Productgrade

Manufacturer/year Max delivery rate (Iitres/min) Piping material

Copperalloys, copper plating, galva Couplers (make/type) Incoming Underwing Bonding Pressure regulation Platform Height adjusted by: Paint livery

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Fuel Quality Control and Operating Standards for I nto-Plane Fuelling Services (J IG 1)

Appendix A9: Hydrant connection and disconnection sequences Each company shall have one agreed sequence for connection and disconnection. Either of the following options is acceptable for hydrant servicer fuelling connection / disconnection sequences (see 6.5.2). Se uence 1 Connection - pit to aircraft

Se uence 2 Connection - aircraft to pit

Bond to aircraft

Bond to aircraft

Attach lanyard, pull to ensure pit valve is closed and extend Ian ard on a ron

Connect delivery hose(s) to aircraft

Remove pit valve adaptor cap and clean dirt/moisture from pit valve adapter and hydrant cou ler

Attach lanyard, pull to ensure pit valve is closed and extend lanyard QBapron ·:· .,i..~i:

Connect hydrant pit coupler and air line to pit valve and position pit marker

':;:":::

,_...

a r cap and clean pit valve adapter and hydrant

Open hydrant pit coupler Connect deliver

hose(s) to aircraft

Get confirmation of fuel figure to start fuel' airline re resentative

Open delivery valve and activate deadman control to start deliver

Disconnect deliver

hose(s) from aircraft

Replace the aircraft fuelling adapter cap (if fitted) and close the fuellin anel.

Disconnect hydrant coupler (and replace pit valve adaptor cap), air line, Ian ard and it marker; and stow on vehicle Remove bondin

cable

COMPLETETHE 3600 WALKAROUND CHECK- REMEMBERTO LOOK UP TO AIRCRAFT COUPLINGS

Note: If the sequence of connection and disconnection is broken due to distraction the operator shall begin the sequence again from the start.

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I

rAviation Fuel Quality Control and Operating Standards for I nto-Plane Fuelling Services (J IG 1)

Appendix A 1,0: Fuel grade confirmation

form

This form shall be completed before each fuelling when one of the following applies: (Tick the box which applies)

o o o

I

a) The aircraft is not marked with a fuel grade decal which clearly and without doubt corresponds with the grade of fuel marked on the fuelling vehicle, trailer or fixed (kerbside) delivery equipment. b) The fuelling nozzle spout or the aircraft fuel tank orifice do not correspond to the norm for thei particular fuel grade, i.e. for Jet Fuel, a wide selective nozzle spout and large aircraft orifice, and for Avgas, a small circular spout and narrow aircraft orifice. c) Overwing fuelling during air-shows

TO BE COMPLETED BY AIRLINE/AIRCRAFT To:

AUTHORISED

j

RE\B ......... (Into-plane service)

.

At:

..

Aircraft Registration Number:

;

The aviation fuel requirements for this airc

ows:

QUANTITY

> Note: Where

et A orl Avgas 100ll in the appropriate box

Avqss (Ut. -97) is availab/e,the fuel grade confirmationforms shall be

modified to inctude Unleaded A "gas as 8 separate grade. I confirm that the above fuel grade is suitable for use in the aircraft referred to above Name

Signature

Position

Date

. Time

..

I

TO BE COMPLETED BY FUELLING OPERATOR IF JET FUEL WAS DELIVERED BY NONSELECTIVE SPOUT I confirm that the grade-selective spout was reattached to the nozzle after completion of fuelling Name

Signature

.

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Aviation

Fuel Quality Control and Operating Standards for I nto-Plane Fuelling Services (J I G 1)

Appendix

A 11: IAlA levels of service

There are four levels of into-plane fuelling service described in the lATA document, ranging from the least complex service, Level 1 requirements, to the most complex, Level 4. LEVEL 1: MINIMUM LEVEL OF SERVICE

A.

B.

The fuelling personnel of the contracted company are to provide up-to plane service that includes: (1)

Operating a fuel vehicle, making necessary nozzle connections to fuel hydrant pit and aircraft

(2)

Operating the deadman control

(3)

Opening aircraft fuelling panel and removing fuelling adapter caps

(4)

Providing density of fuel when requested

(5)

Performing all routine fuelling activities as de

An airline authorised operator will perfo procedures and is responsible for all f

",

,:her into-plane

fuelling

< c::_,.. _ .., 3 S' 2.

G)

-.

0 C ""0

'"

0

I»

Do not move into position if there are trolleys in equipment parkinq area (EPA)

-

"'C

(j)

C Vl

CD

Cl..

~ ;::;: zr

lui

CCI»

en::J

o ""'" I»

n (D

,.. fA

CD

Vi·

Co

-. :3

.,,(") 0 (D ::J

(I)

I»

""0

:::s

-:::s

(Dc.

4000

3 5 5

100 200

5% of flow rate

Table A1S.4 Deadman check

A 15.8 End of test fuelling unit to service flow/pressure conditio

er of checks shall be performed before returning the _ checks.shall be performed when the vehicle is under

-t):{

1. Confirm 2. The fil

)Jce pressure is set correctly and re-sealed/locked, all block-out r'emovedand all vent port plugs have been replaced. . ential pressureunder maximum flow conditions shall be recorded.

3. Confirm e filter sump is clear and bright and free of undissolved water and particulate. Run an approvedchemicalwater test. 4. Oepressurisethe vehicle system ~d, then disconnect the vehicle from the test rig (as per aircraft sequence) 5. Ensureall equipment is correctly stowed and conduct 360 walk-around before driving the vehicle away from the test facility. 0

,..} .

A 15.9 Venturi set-up and validation checks There are different pressure control design philosophies - fully compensated, partially compensated and non-compensated. In all circumstancesthe equipment on the vehicle is designed to control the pressure to the aircraft. The advantage of a venturi compensated system is that it controls the in-line pressure control valve (ILPCV) more smoothly due to lower fuel sense pressure and lower air pressure requirements that are better suited to the ILPCVequipment design.

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Aviation Fuel Quality Control and Operating Standards for I nto-Plane Fuelling Services (J IG 1) Venturi tubes (if fitted) may be used to indicate the pressure at the aircraft adapter by simulating pressure drop through the lines, hoses and nozzlesdownstream of the venturi position (fully compensated)or simply to provide a lower fuel sense pressureto the in-line system allowing a lower air compensation and hence a smoother operation (partially compensated). Venturis come in two types: non-adjustable venturis and adjustable venturis. However, venturis do not generally require routine adjustment and hence this test segment does not form part of the routine quarterly check. Venturi tubes are not subject to significant wear rates and most problems are due to blocked sense lines/sense line valves, loose component parts or changes in downstream equipment such as hose length or diameter changes,or change of nozzleor nozzle screen mesh size. Adjustment may therefore be required when downstream equipment is changed. There are three situationswhere venturi checksshall be conducted: 1. Fuelling unit commissioning 2. Change of equipment downstream of venturi sens diameter, different HEPCV,different nozzlescree

t

g. different hose length/ etc.)

3. Failure to achievethe ILPCVpressurecontr,rllm Note: Where the venturi is only used to pro ..wer fuel sense pressure, rather than simulating the pressure drop, no venturi aug needed on the fuelling panel. Where venturi adjustment is required, this ma input from the vehicle manufacturer or the technical authority for the into-plane feu nit. Where the venturi simulatesthe panel pressure gauge shall be test.

drop in the fuelling unit, the fuelling unit venturi d against a calibrated gauge before the start of the

The accuracyof the ve~!< lation shall be checkedat a minimum of two points under flow conditions, givi .... dication of operation across the control range and gauge accuracy. These sha in the range 2.4 to 3.8 bar (35 to 55 psi). One check shall be approximately 2


d~".~>+ shall also be incorporated in all operating agreements, by reference to the cUrrehtkissueof the JIG Aviation Fuel Quality Requirements for Jointly Operated System '~F~RJbS)CheckList, or approvedaviation fuel specification. ~ \'

A 17.3 Staff resll6~si4

fbs and inspection requirements A 17.3. 1 sl~f'fid~ponsibi'ities It is the responsibilityof the operation's management (i.e. the operating company board of directors or the operating committee) to ensure that the facility design and operating procedures as set out in manuals and other directives, conform to acceptableindustry standards and to all the relevant requirements of government authorities with respect to safety, security, fire protection and environmental protection. The prime responsibility of into-plane fuelling staff is to ensure that onspecification fuel of the correct grade is always delivered to aircraft and that the operations are carried out in a safe and efficient manner. The manager of an intoplane fuelling operation shall have overall responsibility for the fuelling operations under his/her control and shall be responsiblefor ensuring that all operations are carried out in accordance with the agreed procedures, and with all generally acceptedstandardsof safety and good practice. The manager shall be fully satisfied with the quality of the fuel stocks being received for delivery to aircraft, and shall be entitled to visit and make any

Issue 12, January 2016 Copyright Joint Inspection Group 2016. Usedwith permission.

Page 115

Aviation

Fuel Quality Control and Operating Standards for I nto-Plane Fuelling Services (J I G 1)

appropriate tests at the airport depot as may be necessary to satisfy himself/herself over any justifiable doubts regarding the quality of the fuel supplies.

A 77.3.2 Inspection requirements Inspectionsto JIG Standardsshall be carried out at least once per year to ensure compliance with locally prepared procedures.JIG inspections shall be carried out at into-plane fuelling services at least once per year. However, the frequency of these JIG inspections may be increased or decreased at certain locations by unanimousagreement of the participant companies. Inspections shall be conducted to ensure compliance with the locally prepared procedures. The locally prepared (site specific) procedures/operations manual shall include an up to date list of any approved variancesfrom the current issue of this Standard (see "StandardsVarianceApprovals" in section 1.4.3), and a copy of this manual (in Englishlanguage) shall be made availableto JIG inspectors. Before leaving the location, the JIG inspector shaIt dt§cussthe recommendations to be made in the report with the facility mana '\\ ,"re these recommendations cover deviations from procedures laid dow he,$manuals of the system concerned,corrective action shall be imple 'l'~y the manager. If issuesarise during the inspection that have an im$raet 'Otheraviation fuelling operation at the airport, the JIG inspector shouldl;lrvite ifpothfacility managersto participate in a meeting at the end of the 'nspeCtiQJllr,? Items of a serious nature shall be communicatedto all participant A,wellas to the local manager without delay. If matters of a controversial n t \':lseduring the inspection, the inspector may call an immediate meetil'i!9 icipantsto resolve the issue(s). An inspection report s issuedas soon as pqS'

\Vh~:" ,A.

alised in the JIG Inspection Tracking System and

y the inspectingcompany but not later than six weeks

"rnlilJ~,on. If the general inspection assessment is less than report shall be issuednot more than three weeks later. Iy

of the facility managementto initiate the required corrective action r